Air-brake system.



W. C. WEBSTER.

AIR BRAKE SYSTEM.

APPuc'ATloN HLED MAY 2a. 1914.

Petented Fe15.12,1918.

IZ SHEETS-SHEET l.

W. C. WEBSTER.-

AJR BRAKE SYSTEM.

1,256,406' APPLICATION E'ILED MAY 28, 19H. 12

l2 SHEETS-SHEET 2.

W. C. WEBSTER. Am BRAKE SYSTEM.

APPLICATION FILED MAY 28,1914.

APatented- Feb. 12,1918.

l2 SHEETS-SHEET 3.

5mm/nto@ .W. C. WEBSTER.

l.AIR BRAKE sYsTE-M.

APPLICATION FILED MAY 28.1914.

1,256,406.. Petentea 1eeb.12,`191.

l2 SHEETS-SHEET 4.

W'. C. WEBSTER.

AIR BRAKE SYSTM.

APPLICATIQN FILED M AY28.1914.

Patented Feb. 12, 1918.

l2 SHEES-SHEET 5.

aww/nto@ @vimem WCMSI W. C. WEBSTER.

AFR BRAKE SYSTEM.

APPLICATION FILED MAY 28.1914.

Patented Feb. 12, 1918.

12 SHEETS-SHEET 6.

.Zi-: #cove/kein? Zowards Servie@ ESQ* W. C. WEBSTER.

AIR BRAKE SYSTEM.

APPLICATION FILED mAY2.1914.

Patented Feb. 12,1918.

l2 SHEETS-SHEET 7.

LQGAOEL Wm n m G W. C. WEBSTER.

AIR BRAKE SYSTEM.

APPLlcATloN man MAY211,1914,

1,256,406.- Patented 11911121918.

l2 SHEETS-.SHEET 8.

w. c. WEBSTER. AIR BRAKE SYSTEM.`

1,256,406.; Patented m. 12,1918; v

W. C. WEBSTER.

AIR BRAKE SYSTEM.

APP1.1CAT|0N FILED MAY 2B, 1914.

1,256,406. Petented Feb.12,1918.

l2 SHEEIS-SHEET $0.

12e/Zecca@ 2,196

' W. C. WEBSTER.

AIR BRAKE SYSTEM.

APPLICATION FILED MAY 2a. IsI4.

lPatented Feb. 12,1918.

.I2 sIIEEs-SIIEET I I. (a o@ W. C. WEBSTER.

AIR BRAKE SYSTEM.

APPLICATIaN. FILED MAY 28,1914.

Patented Feb.12;1918.

l2 SHEETS-SHEET l2.

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tiff. PATENT FFME@ WILLIS c. WEBSTER, COMPANY,

Oi DUBOIS, PENNSYLVANIA, ASSIGNOR TO BUFFALO AIR-BRAKE OF PHOENIX, ARIZONA, A CORPORATION OF ARIZONA.

AIR-BRAKE SYSTEM.

Application filed May 28, 1914.

To all folio/1t t may conca/rn.'

Be it known that I. lV'iLLis C. Vl/vicns'rnii, citizen of the 'United States, residing at Dubois, in the county et' Cleari'ield and State ot leiiiisylvaaiz, have invented certain new and useful l.inprovements in Airi'rake Systems, o'l which the following is a specification.

My invention relates to air brake systems and particularly to improvements in the staiidard air brake equipment whereby certain advantages are attained, as will be more fully pointed out hereafter.

@ne oli' the objects ot my invention is to so construct an air brake mechanism that the brakes at the reall end ot a train shall he released before the brakes at the head end. arereleasei'l, thus eliminating all danger oit the train hreakingai` in two or more parts.

Another object is lo provide means where by the brake cylinders ot all brakes shall be supplied with air at an equal pressure, regardless of variation in length of travel et any one or more ot' the brake cylinder pistons, and regarillessl ot whether such travel be below the standard travel oi" eight inches or above this standard travel.

Still another object of the invention is to provide means under vthe control ot the engineer whereby pressure in the main res ervoir may be raised to any predetermined degree, whereby pressure in the train line may also be correspondingly raised in proportion to the rise oi" pressure in the inain reserifoir, and wherebi1 brake cylinder pressure may be increased iii proportion to the increase ot train line pressure.

In this connection, a 'further object :is to provide means whereby the mechanism tor securing this increase ot' pressure in 'the brake cylinders shall not operate on 'the empty cars of a mixed train, but that -the brakes 0n these empty cars shall Operate only at normal or standard train line pressure so that, though the brakes on the loaded cars may be operated by pressure above the standard, the brakes on the empty cars shall operate just as .it the pressure in the train line was standard tor any service reduction up to full service.

A further object is to provide means tor Specification of Letters Patent.

Patented Feb. 12, 1918.

Serial NoA 841,655.

returning the slide valve of any triple val se to release position even if the slide valve is stuck and cannot be returned by the normal rise ot train pipe pressure.

A further object is to eliminate the emergency 'feature 'trom the triple valves of an air brake system and provide for a quick .service movement et the valves instead, thus eliminating lthe undesired emergency action ot' all the triple valves of a train due to one oi. the triple valves by accident goinlg` into emergency position. In this connection, a 'l'urther object is to eliminate the necessity ol. venting a large volume ot train pipe air either into the brake cylinders or to the atmosphere which is the cause o't the undesired emergency action above re- 't'erred to.

Another object is to provide means whereby the pressure in all the storage chambers and auxiliary reservoirs oli a train may be built up to the pressure in a train pipe after the slide valve ot the triple has come to lap position, a iid in this connection to maintain equalization between the pressures in 'the train line, storage chamber and auxiliary reservoir of the several cars at any train pipe reduction that may be made.

A -turtlier object ot the invention is to provide an air brake .system in which pressure in the train pipe may be built up to normal or standard pressure when the eugineers valve is in release position, and to provide means whereby the pressure ni the train pipe may be kept constant after any pre-determined reduction therein is made, that it may be kept constant during service application.

A further object is to provide means whereby the train pipe may be fed with the brakes applied, and to provide means tor inaintaiiiiiug each triple piston and the `slide valve thereo'l when in service lap position with equal pressures on both sides of the triple piston.

Still another object is to provide valves throughout the system so formed that friction is entirely eliminated, and particularly to so construct the 'feed valves and the automatic brake valve that air under pressure may be fed accurately te the train pipe,

while the brakes are applied and in suffi-- lit) cient volume to keep pressure in the train pipe constant at a deiin'te degree, thus preventing a release of the'brakes by too great a rise in the train pipe pressure.

Still another object of the invention is to provide means whereby when two or more engines are coupled together, the engineer of the head engine may have complete control of the feed valves and pumps of the following engines, and have complete use of the main reservoirs of these engines:`

till another object is to provide means whereby in double heading any reduction iii train line pressure made by the engineer of the first engine will automatically cut out the feed valves of the following engines, thus preventing pressure being fed to the train line when a reduction is made and whereby a rise of air pressure in the train ine will automatically act to cut in the feed valves. Y

A further object of this invention is to provide a mechanism which willautomatically cut out the low pressure head of the pump governor upon a reduction by the engineer of the head engine so that the pumps of all the engines may operate to build up a pressure in the main reservoir Vequal to the adjustment of the high pressure head during brake application, and to so construct this mechanism that upon a release of the brakes at the time when train line pressure has reached a standard or pre-de terinined degree the low pressure head of each pump shall be automatically cut in again.

if. further object of the invention is to provide means whereby the possibility of overchargina the brake pipe is eliminated, and to provide means whereby pressure may be admitted to the train pipe either slowly or quickly by adjustingthe enginecrs brake valve to either of two release posi tions, the brake valve in one position admitting air to the train pipe slowly, and in the other position admitting air to the train pipe ouicklyn and thus either obtaining a `normal release without causing the automatic retaining' valve to operate, or operatingthe automatic retaining valve and causing a retention of thevbrakes on the head endl of the train. l

Another cbi ect of my invention is to provide an air brake system in which the engine brakes mav be applied or released entirely independently of the brakes on the cars of a train` and without affecting these brakes 'and without preventingl the application of the brakes in the usual manner.

Still another obiect is to provide i sans whereby the strain-lit air pressure applied toy the engine brakes shall at all times correspond to the pressure in the main reser-V voir and train lin'e.- so that. if the pressure in the main reservoir is increased, the pr`esinsee-ee sure applied to the engine brakes by the straight air mechanisms will also be increased upon a full service application.

Still another object is to so construct andV by straight air when there is no train pipe pressure, to thereby admit air from the main reservoir to the auxiliary reservoirs and brake cylinders of the engine or to exhaust air from the auxiliary reservoirs and the brake cylinders to thereby release the brakes.

A further obicct of the invention is to maintain equalization between the pressure in the train line and in the storage chamber and auxiliary reservoir at any train pipe reduction that may be made.

Another object in connection with the hand controlled valve whereby pressure in the train line mav be determined and controlled. is to provide a train line feed valve that will control the train line pressure without a constant blow and waste of air while the train line pressure is charged to the desired degree. In the ordinary train line feed valve of standard equipment, there is a constant waste of air while the train line pressure remains at the desired point and the blowing olf of this air is extremely unpleasant to the engineer.V

Other obi ects will appear in the course of following description.

Mv invention is illustrated in the accompaning drawings, wherein:

Figure l is a general view showing the several parts of the air brake system in elevation; Y

Fig, 2 is a diagrammatic view of the sevc ral parts of the triple valve in release position;

Fig. 3 is a like view to Fig. 2, but showing the several elements of the triple valve in service position;

Fig. l is a longitudinal vertical section through the triple valve constructed in accordance with my invention;

Fig, 5 is a plan view of the seat for the slide valve of the triple valve;

Fig. G is an underside plan slit e valve of the triple valve;

Fig'. 7 is an underside plan graduating valve;

view of the vi ew of the Fig. 8 is a longitudinal section of the slide valve on-the line 8 8 oi Fig. G;

Fig. 9 is a longitudinal section oit the slide valve on the line 9-9 of Fig. 6;

Fig. 10 is a perspective view of the slide valve looking from the underside.;

Fig. 1l is a diagrammatic sectional view of the equalizing mechanism F, the storage chamber and a portion oi the slide falve and graduating valve;

Fig. 12 is a diagrammatic view, partly broken away, oi the slide valve in its release position;

Fig. 18 is a like view to Fig. 12, but showing the slide valve at its lirst movement toward service position;

Fig. lil is a like view to Fig. 13, showing the valve in service position;

Fig. 15 is a like view to Fig. lil, but showing the graduating valve in service lap position;

Fig. 1h. is a like view to Fig. 1l, but showing` the slide valve in quick service position;

Fig. 17 is a vertical diagrammatic scc tion of the engineers brake valve, the section being taken on the line 1l17 of Fig. 19;

Fig. 18 is a vertical section o't the engineers brake valve taken on the line 18H18 of Fig. 19;

Fig. 19 is a horizontal se'ntion oi the brake valve on the line 19-19 of Fig. 17, the rotary valve being removed;

Fig. 2O is a perspective view of the rotary alve looking toward the under face thereof;

Fig. 21 is a diagrammatic horizontal sectional view of the rotarj,l valve, showing its position during a retarded release of the brakes;

Fig. is a like view to Fig. 21, but showthe position of the rotary valve at service Fig. 28 is a like view to F but showing the valve at running service position;

Fig. 2i is a like view to Figs. 21, 22 and 28, but showing the valve at quick service position;

Fig. 25 is a like view to Fig. 2li, the ro tary valve being shown at lap" position;

Fig. QG is a like view to Fig 9.11, but showing the valve at normal release position;

Fig. 27 is a diagrammatic view of the engineers brake valve, the :teed controlling mechanism, and the pump governor, the engineers valve being in the release position;

Fig. 28 is a like 4view to Fig. 27 but showing the parts in running service position;

Fig. 29 is a vertical section ot the valve controlling the application of the straight air;

Fig; 80v is a plan View of the slide valve b utv seat oi the straight air controlling mechanism; v

Fig. 81 is a vertical section ot' the straight air controlling mechanism shown iu Fig. 29;

Fig. 82 is a longitudinal section oit the automatic coi'itrclling valve for the straight air;

Fig. 33 is a diagrammatic view oit the straight air mechanism, showing the parts in quick release position;

Fig. 3l is a like view to Fig. 88, but showing the parts in quick service position;

Fig. 35 is a diagrammatic view o'l the controlling valve chamber, showing the slide valve in lap and running position;

Fig. 8G is a like view to Fig. 85, but. showing the slide valve in graduated release position.

Corresponding and like parts are referred to in the following description and 'indicated in all the views of thc accompany ing drawings by the saine reterence characters.

ln Fig. l is shown a general view of a` complete air brake system constructed in accordance with my invention. and through out the several figures oi the drawings, A represents the train line or brake pipe, the pressure in which is controlled by the engiueers brake valve (Y). rlho several brake cylinders are designated B; the auxiliary reservoir is designated l, and the main reservior S. The governor Vis indicated by the letter P. In order to secure a clear understanding oi my brake mechanism, it is necessary first to relier to Figs. 2 to 16, in-

elusive, which show the construction o1E the triple valve.

The triple valve mechanism includes an automatic pressure retaining device, which is designated C in Fig. f2, brake cylinder pressure equalizing mechanism, designated D-land D-; mechanism '.or securing brake cylinder pressure in excess of lthe normal or standard amount, which designated E; an equalizcing valve Fgan auxiliary venting mechanisn'i (i, and the usual piston and slide valve and allied parts il. fin Figs. 2 and 8, these several el-en'ients of the triple valve, for the sake oi clearness, are shown separated 'from each other, and as if these parts were connected by pipes. Further, the several elements oit the triple valve are illustrated without any details o't' construction. As a niatteio'i'' tact, all ot the elements ot the triple valve above cnumera ted are conjoined in one valve body, as is illustrated and fully descrilief' in my pending application ou triple valve, Serial 8-l1,91.8, tiled on the 28th day of lilay, 1911i. ln the present case, therefore, it has been deemed advisable, to show the elements of the triple valve in their simplest form, and to show these elements not in the actual manner in which they would bev arranged but diagrammatically. it will thus be understood that all ot' the elements of the triple valve illustrated in lligs. 2 and 3, as well as the usual piston and slide valve mechanism, are contained withinthe triple valve casing, this triple valve as a whole being designated H.

Referring now to Figs. 2 'to 7, inclusive, and 12 to 15, inclusive, and particularly to 4, it will be seen that the triple valve has the usual body 4, which at one end abuts against and is connected to the auxiliary reservoir l in the usual manner. fat its opposite end the body is closed by a rapr.k

Disposedwithin the chamber (i of the body is the piston 7, this chamber .6 having the usual bushing S grooved, as at 8, to admit air to the auxiliary chamber. rl`he cap incloses a chamber 9 within which is disposed the graduating stem 10 and spring 11. The outer end ot the stem is supported in the cap nut 12 and the inner end is supported by a spider.

Beyond the chamber 6 the valve body is formed with valve chamber 13, cylindrical in form and provided with a bushing 14, the bottom ot which is ilat and forms a seat for the usual slide valve. rThe chamber 13 opens at one end into the auxiliary reservoir. The. valve stem carries the usual beveled shoulder 15 having the usual groove 16 in its periphery. rl`he piston stem 1T carries at its inner end a spider 18, and disposed between this spider and shoulder 15 is the slide valve 20 which is, as usual, shorter than the stein 17. Operating on the upper tace of the slide valve and carried in a recess in the stem 17 .is the graduating valve 101, illustrated in F ig. rllie slioe valve is held to its seat by a spring 21.

By reference 'to Fig. 4, it will be seen thatV to the underside ot the valve body 4 is attached a trap or dirt collector 24. This is provided in its bottom with a plug 26 wliereby dirt may be removed and water drained away. rlhis trap or dirt collector has the usual nipple projecting from one end thereot', whereby the pipe may be connected to the train line A. An approximately horizontal i'iange or bailie 2? inipedes the passage of dirt from the train pipe into the triple valve. The upper lace ot the body 23 is formed with a chamber 28, and the wall between this chainber and the chamber 24 is perforated for a bushing 29 in which seats check valve 30 held to its seat by a spring.

lt will'be seen that the upper portion ot the trap or dirt collector :24 is connected by means of a passage 92 to the chamber 9, and it will also be seen that the forward wall of the trap or collector 24 immediately below the intersection of the passage 92 with the chamber 84 is downwardly extended, as at 93, toward the baille flange 2?, thus torinpatience ine ai rela-tivel contracted openinf'r from D y A 2:!

the lower portion ot the chamber 24' intotheA u finer portion thereof. rilhusthereis alwa L- A a communication between the tr in pipe A` and the chamber 9, and the chamber .6

through the dirt-collector andthe pas-y sage 92.

The first device to be considered in 'con-A nection with the triple valve` isthe means` for admitting pressureifrom the .auxiliary reservoir tol thehbralre cylinder whereby to set the brake, and the means tor simultane-I ously disconnecting the brake cylinder Jfrom communication with the open air.v it is also necessary to consider in connection with this means the mechanism which 1 have provided tothe valve body 4. This valve casing 31 is` formed with two chambers 32 and 33, theV separating wall 35 between these chambers being termed with a perforation 34, the under face of the wall surrounding the perfo'- ration forming a valve seat. Disposed in the upper portion of the valvecasing above the wall 35 is a diaphragm 40 providing a cham-A ber 41 above the diaphragm and a chamber 32 below the diaphragm. Disposed in the lower end of the valve casing is a diaphragm 45, and disposed above this diaphragm 45 is a diaphragm 48. It will be seen by reference to F ig. Q that the diaphragm 45 is approximately twice as large as the diaphragme 48 and 40. A chamber 46 is formed below thev diaphragm 45, anda space 47 is formed between the diaphragm 48 and the diaphragm 45. Seating against thevalve seat 34 is a valvel 52- wliicli is engaged with the diapliragins 45, 48 and 40, and urging this valvedownward is ay spi-ing 58. The space 46 below the-,dia-Y phragm 45 is connected by means ot a duct 59 with the space above the diaphragm 40.

rllhis duct opens into the space above the diaphragm 40. rllhis duct opens into theV space above the diaphragm 40 by means of avery much reduced or choked port 60. Y

The face or seat for the slide valve has a transverse recess or cavity a* having a port a which is connected by means ot' the passage a with the chamber). below the diaphragm 40. rlfhe chamber 33 above the diaphragm 48 is connected by means of a port a, with a passage cz" leading to the brake cylinder by means ot' a pipe Gl which passes, as usual, through the auxiliary reservoir. The chamber 46 is connected tothe cliamber'QS by means ot passage b opening by means of a port bint@ said chamber. The space 47 opens by means of a port 62 to the atmosphere.

Preferably the passage e is connected through a check valve chamber 63 to the passage am Disposed within the chamber 63 is a check valve 611 which closes against back pressure :trom the brake cylinder but opens to a rise of pressure in the passage a to permit air from the auxiliary reservoir to pass by the retaining valve and flow direct to the brake cylinder.

1t will now be necessary to consider the ports in the slide valve which connect with the port a and with the retaining valve structure. As is seen in Fig. 5, the cavity a4 extends transversely from port a. The slide valve 20 is provided with a cavity a5, approximately T-shaped, into one arm of which extends a longitudinal passage a, which at its forward end opens through the upper face of the slide valve. The cavity a5 is brought into communication with the air in chamber 13, and, therefore, with the auxiliary reservoir upon the initialA movement of the slide valve through opening of passage e@ by movement ot' the operating valve 101. Also formed in the face of the slide valve seat is a transversely extending cavity a: which leads by the port x to the atmosphere. The underside of the valve is provided with the cavity x2, which is adapted to bridge the exhaust cavity m and the cavity cri. Under normal conditions, that is, when the slide valve is in its release position, the cavity 002 connects the cavity aA1 with the cavity i0. Hence the brake cylinder is connected with the open air. Now upon a movement oit the slide valve to service position, as illustrated in Fig. 14, the cavity x2 will take the position shown in dotted lines in Fig. 14, cutting ott the connection ot a" with and the cavity a5 will be over the cavity e4, thus connecting the port a* with the auxiliary reservoir through the passage e6.

The operation of this portion of my invention is as follows:

Under normal circumstances, that is, when the brakes are disposed in release position, the valve is held open bv the force of the spring 58 and air pressure. This would not be true were ro spring used, though the pressure in chambers 41 and 116 would be the same, as the greater area of the diaphragm L15 compared with the diaphragm L10 would hold the valve closed. This greater power acting to torce the valve upward is counterbalarccd, however, by the spring 58 which, therefore, holds the valve 52 open so long as the pressure in the chamber 41 is equal to the pressure in the chamber 4G.

Now upon a reduction of pressure in the train pipe and a movement of the slide valve to apply the brakes` the port a will be opened and air will flow from the auxiliary resern voir to the brake cylinder by the way of the passage a, the chambers 32 and 33 and the passages a and am, or by way of' the chamber (33 and the passage am As the brake pipe pressure is reduced, the pressure in the chamber 46, which in service position of the triple valve comn'iunieates with the auxiliary reservoir, is also reduced to the same extent, but as air in the chamber Lt1 is impeded in its outward tlow by the restricted port 60 it follows that the pressure in the chamber L16 will be less than in the chamber L11. Air is thus free to pass from the auxiliary reservoir to the brake cylinder.

When now the release of the brakes is secured by operating the engineers valve and raising the pressure inthe brake pipe the slide valve will shift again to release position. This will connect the port a with the exhaust port. 1V hile the pressure in the chamber 4G will increase with the increase of train pipe pressure the pressure in the chamber L.t1 will not increase at the .same rate because o1 the restricted port (30. Hence, there will be greater pressure below the diaphragm L15 than above the diaphragm ll() and the valve 52 will close, trapping the air in the brake cylinder. Of course, the pressure in the brake cylinder will also hold the valve' 611 closed. The valve 52 will be held closed until such time as the pressures in the chamber L11 and the chamber 4G are equalized, whereupon the spring 58 opens the valve and the brake cylinder pressure is exhausted to the atmosphere allowing` the brakes to release.

The reason for using the check valve G1 and by-pass 63 is that not only does the bypass allow air to flow from the auxiliary reservoir to the brake cylinder without the necessity oit the air passing through the retainer C, but it permits a re-application of the brakes before the air in the upper and lower chambers 41 and 47 has had a chance to equalize.

1f this by-pass were not provided, then upon a re-application of the brakes, very shortly after a previous application-so shortly that the pressures had not equalized in the chambers 11 and 4-G-the valve 52 would be held closed, and would prevent the inlet of auxiliary reservoirl air pressure to the brake cylinder upon this second reduction.

One very great advantage due to the action of the automatic retainer is that by it 1 get a release of the brakes at the rear of the train beliore the brakes at the head of the train are released. This is due to the tact that the holding of air in the brake cylinder by the difference in pressure between the chamber LG and the chamber Lt1. can only occur when there a relatively sudden rise in pressure in the brake pipe. 1When the rise of pressure is slow in the rei brake pipe and in the chamber 46, the rise of pressure in the chamber 4l will be nearly as rapid as in the chamber A6.

lt is, of course, understood that, when there are many cars to a train and consequently a long brake pipe or train pipe, the air pressure will rise in the forward or head end of the train pipe before it does in the rear end thereof, and the rise of pressure in the brake pipe will be, therefore, slower at the rear end. lt follows, there fore, that I willonly get this trapping or holding'of the airv in the brake cylinders, by the action of the diaphragms 48' of the several triple valves as far back in the train as the rise of air pressure is rapid enough to secure an upward movement of the dia phragm l5 which will overcome the power of the spring 58.

vWith my construction, it is not necessaryr to admit pressure to the brake pipe beyond the amount of the reduction made. Thus the auxiliary lreservoirs are recharged quickly, and the train pipe pressure never gets but slightlyT above the auxiliary reser voir pressure. rllhis insuresA an immediate application of the brakes at any time with full braking power.

The object of the mechanism which will now be described is to provide means where by the pressure in the brake cylinders may be controlled by building up or increasing lthe pressure. in brake cylinders whose piston travel is longer than 8 inches and by eX- hausting air from or reducing eXcess pressure in brake cylinders having a piston travel shorter than 8 inches.

The triple valve is provided with a storage chamber 65 and a valve body or casing 66 disposed opposite the chamber 65. This valve casing 66, which is designated generally D-l-, incloses a chamber divided into two sections 67 and 68 by means of a diaphragm 69. A spring bears at one end against the upper end of the valve casing and at its other end against the diaphragm 69. The floor of the chamber 67 is formed with a port 78, which is controlled by a valve 7 9 carried by a stem which extends upward and engages against the underside of the diaphragm 69. Thus a descent of the diaphragm will open the valve 7 9. A light spring surrounds the stem 80 and urges the valve to its seated position. Y

Adjoining the valve body 66, and preferably forming part thereof, is, as illustrated in'my pending application above referred to, a second regulating device, designated D.-. IThis valve casing isdesignated 66, and is divided into two separate chambers 84C and 85 by a diaphragm 86. rlhe Hoor of the chamber 8st is perforated, the wall of the perforation forming a valve seat, and co-acting with this valve seat and normally closed against the seat is a valve 89 which iscarried by .the diaphragm 86 and is movable therewith. A spring 8l urges the diaphragni to its normal position and the valve 89 to its seat. lt will kbe obvious now that, when the pressure. within the chai'nber is greater than the pressure in thc chamber 85, the diaphragm 86 will be forced up, ward, raising the valve 89 from its seat and allowing the pressure inthe chambers 8st and 67 to be vented to the atmosphere. When the pressureL inthe chamber 8a decreases, however', beyond a pre-determined point, it is obviousV that the valve 89 will close and stop this venting action.

The valve seat 7 8 opens into the chamber 9dfrom.\vliich a duct 95 leads into the chamber 9.8. From this chamber 28 a duct ,96 leads to an equalizing chamber 9'? (the charm bei' F), the construction and purpose of which will be later described,

rilhe chamber is connected with the chamber 68 by'a duct 98, and the chamber 841. is connected with the chamber 67 by duct 99. rlhus pressure in the chamber 68 is the same as that in chamber 85, and pressure in the `chamber 67 the same as at in the chamber Frein the chamber 6? leads a passageY c, which terminates in a port c in tl e slide valve seat. This port c coacts with'an angular cavity c in the under faceof the slide valve, which, when the slide `valve is in service position, as shown in diagram in Fig. 3 and in Fig. lil, connects the port c with the cavityY a, and thus with the brake cylinder by way of passages a and a. llhen the slide valve is in release position, however, the cavity c is blanked. Thus, when the slide. valve is in service position, the lower chambers 67 and 8l are both in communication with the ln'ake cylinder. The upper chambers 68 and 85 are connected by means of a duct or passage 100 withva port d which Hopens into a transverse cavityv CZ formed in the upper faceA of the valve seat, which co-acts with a cavity r extending lonitudinally in the under face of the shoe valve. rllhis cavity d, when the valve is in release position, as in Fig. l2, connectsI the port l with a cavity e in the face of the valve seat. This cavity c extends diagonally and in the path of movement of a cavity c which it overlaps in release position, as shown in Fig. l2. rlhe cavity c in turn i, connected by a duct t an angular cavity 6 on the loweal 6 t0 face of the valve. The end of this cavity opposite the ductvc" is disposed to overlap one end of the exhaust cavity.Y which, as before explained, is connected to the al'- mosphere. Also formed in the slide valve is a small longitudinal passage It' opening at one end through the under face of the valve at f, and at its other end through the upper face of the valve at f. At release position of the valve, both ends ot' the passage f are blanked, but at service position the end overlaps the cavity (Z, while its other end is overlapped by a T-sbaped cavity g formed in the under tace ot a graduating` valve 101 carried in a recess in the under tace ot' the stein 17. ln release position also the port 0, which is 'toi-naal in the under tace of the slide valve and which is connected with the port connects the storage chamber (35 with the train pipe, by the cavity yi, passage m. and chainber E28. and the auxiliar)v reservoir with the train pipe by the port L.

In service position7 this port f/ in the graduating valve connects the port f with the port 7L forming one end ot' a pasaige fr and opening upon the upper face oi the slide valve 19. The other end ot passage /U opens into a cavity z' which in service position ot' the valve 19 slightly overlaps a port j, oi" a passage j which leads to the storage chainloer 65. Thus it will be seen that at release position the upper chambers (3S and S5 are connected to the atmosphere` while in service position they are connected to the storage chamber until the valve Q0 moves to lap po. sition.

The capacit)T of the storage chanilaa hasl the same relation to the capacity ot the chambers GS and 85 as the capacit)v ot the auxiliary reservoir has to a brake cylinder having a 10-inch stroke. 'lhe lower chanibers 67 and Sil in service position are connected to the brake cylinder P. l-lenee on the upper side otthe diaphragins (nl and St; we have a pressure equal to that oi a brake cylinder with a lll-inch piston travel (the si'ni'ings 75 and S1 and air pressure t-Xerting a pressure against the diaphragm enna! to a pressure exerted bv a cylinder having an S-inch piston travel). while on the other side of the diaphragm we have a pressure equal. to that ot the brake (i'viinder. .rlriteveithat may he. The spring St'icooperates with the sirino to insure a delicate control n ol' the valve t9 so that it will Close erractlv when pressures in the chambers l? and nel hear the proper relation to each other.

The object ol? the brake cylinder equalizing devices D--land 1)- heretot'ore described 'is to build up pressure in those brake cylinders having a piston stroke oft over S incheiy and reduce pressure in those brake cylinders havingl a piston stroke ot' less than 5% inches. The operation of the equalizing devices D-land D-M is as Jfollows:

On a movement oi the slide valve to service position by a reduction of train pipe pressure, co-nnininication is opened, as bet'ore explained and as most clearly seen in Fig. il troni the chambers 6T and Set to the brake cylinder, and from the chambers G8 and to the. storage chamber 97. 1s the storage chamber has a pressure ot' 70 pounds,

il' follows that after a 7 pound reduction in the train line is made the connected chambers (3S and S5 will have a standard pressure therein ot 101Y pounds (which includes the pressure ot'v the springs 7.3 and Si) or exactly the saine as the brake cylinder it the piston travel thereot' if; oi" the standard length olf 8 inches.

lt now the brake c vlinder pressure is too low-that is below the standard 'i'or a cylinder having a piston travel of tu incnes-the pressure on the under side of the diaphragm will be lessl than on the upper side, and the pressure on the upper sido will cause the diaphragm to niove downward opening the valve T9 and letting train pipe air into the chamber 67, aud thence to the brake cylinder, as seen in Fig. 3. ll'hcu the pressure in the two chambers (37 and (3S has become c tp'lalized. the spring iorces the valve 79 upward, closingthe opening 78.

It now, the travel of the piston is shorter than 8 inches the reverse action will occur. .lli this c: se, the pressure en the under side ol.E the diaphragm (il) will he greater than on the upper side and the valve T) will be held closed. ln this; ease. however. the pressure, on the under side ot thc diaphragm SG will he greater than on the upper side, thel valve Si) will be li'lted. and the` excess pressure will. escape until the pressures above and below the diaphragm are edualizedwhen the valve will close,

lith 1n)v improved device, l equalize the pressures in the auxiliary reservoirs and brake cylinders on every car in the train auch therefore. ani able to create a unitorni release, one ear aitcr the other` by exhausting the excess pressure troni the brake cvlint-lors having short piston travels at each brake pipe reduction. l thus keep the auxiliarifv reseiw'oins.y and the brake cylinders having short piston travel troni equalizing at any higher pressure than those with standard piston travel and build up the pressure in those cg-'linders having` longl piston travel to the tandard pressurepthus causing the etpialization between the auxiliarv reservoirs and the brake cvlind-ers to stand at the saine ilnessure either with a tali service reduction or auf,Y gratluated reduction causin "he brakes to release uniiiornili7 one car atte; the other.

Another object ot in v invention is to provide means to autoniaticall)v create a high brake c liudcr pressure 'troni a sinall brake pipe reduction and maintain the high pressure in the l'nake cylinder during` the tiine, that the brakes are applied. Thisl mechanisrn is particulm'l-v applicable tor use in mountain service and on high speed trains or trains which are heavil;7 loaded and is automatically controlled bv the engineer.

lVith in;7 iinpriived mechanism, which is now about to be described, the engineer is to create any brake cylinder pressure from a Vsmall brake pipe reduction, o pounds, and yet, when release is we do not have any larger volume to go than is usual with the standard My improved mechanism appty car trains as to loaded lios entirely within the eer to increase. this brake Y, itt he sees ht. lllith my gineer may h ve as much f'ndcr p sure upc-n the 1 n e reduction as he lilith my equ ent and with a norain line pressure or' seventy pounds, l bT t slight excess brake cylinder presduction as the pressure side of the diaphragm 111 ly less than that against the fact just enough train line li the valve 113 before the pressures A.st the diaphragm 111 are euualized to cause a serial venting at the le valve and a consequently rapid appli- J .cn oi the brake The riechanism whereby this result is obtained is designated 1C in Figs. 2 and 3, and a valve casing, desisnated 102,

rh preferably is integral with the main as illustrated in my 3o-pending ion filed l sob-11,918. This 191i and bearing Vasing which is attached to this diaphragm in any suitable manner and extending up the eir'rom is a valve 113. A coil spring 115 y i 1 :is a passageway or duct /c which opens through the tace o1" the slide valve seat in t1 chamber 13 at the port al, as shown clear y in F 2. ipening intov the space above the diaphragm 111 is a pas* sageway or duct 7c openingI by a port 70 into the cavity e in the slide valve seat. duct 7e4 extends from the upper end of the chamber' 103 above the valve 118 and opens into the plug vajve or stop cock 11S having` a handle 119 whereby it may be rotated; This stop cock is disposed so as to cut-oil or permit passage of air from the chamber through the duct and from the upper dia phra m lo f the chamber 1 3 to the duct 7a. ThiU stop coclr 118 is for the purpose of cutting out the mechanism ll on emp-ty cars where excess brake pressure is not desired and where only normal pressure is needed to operate the brakes.

lin the release position of the parts, as

shown in Fig. Q, both oi the passages in and 7c are connected by the cavity d to the open air by way olf the cavities e and e, the

duct e, the cavity 6" and the cavity'.

1W hen the parts are in service position, the passage /s is connected by the cavity d to the duct and to the cavity g in the under side ont the graduating; valve 101, which, as before described, is connected by means of the duet la t the cavity This cavity g of the graduating valve in service position the parts is disposed to connect the port 7" with. the port la and thus connect the port j with the cavity CZ. This port j, as etere stated, is the opening of the passage leadingl into the storage chamber 65. Thus the service position ot the parts, lthe chamber 103 above the diaphragm 111 is connected to the train pipe A, through'the passage k, port 7am, passage e, the cavity c, the passage c, the cavity 0', the port m and the check valve chamber 28, while the chamber 120 below the diaphragm 111 is connected to the storage chamber through the passage 7u, port d, the cavity fl, the passage f in the valve, the cavity g in the graduating valve, through the passage iz, in the slide valve into the cavity 2' and thence by the port y' and the passage y" into the storage chamber. 1t will also be seen that in this position of the parts the lower chamber 120 el' the casing 102 is also connected to the upper compartment or the chamber G8 of the equalizing valve chamber D+. In service position, the space beneath the diaphragm 111 has in it on a seven pounds reduction a pressure of about seven pounds (being a pressure equal to the pressure in the chambers G8 and 85 without the springs) which, plus the spring` 115, equals a pressure of 65 pounds. lf, however, the train line pressure is increased to say 90 pounds and a reduction is made to apply the brakes, the pressure below the diaphragm 111 will be the same as it would with the same reduction and a normal pounds train pressure, while air from the train line will be admitted through the check valve chamber 28, the port fm, the cavity c, the passage e, the cavity e, the passage e, the port 7d and the passage lo to the chamber 103 above the diaphragm 111. The excess air pressure thus created in the upper chamber 103 will cause depression of the diaphragm 111, with the result that the air admitted, as above described, will pass through the valve 113, the passage 71st, the passage la, the port Z) and the passage 100 to the upper chambers 68 and 85 of the brake cylinder pressure regulating device. This extra pressure in the chamber 68 or" the equalizing valve D-lwill cause the valve79 to open so that there will be direct communication between the train pipe and the brake cylinder. u W'hen the pressure is equalized in both chambers of the valve structure D-I- the valve will shut. Thus if the train pipe has 

